System for measuring parameters associated with motor vehicle wheels

ABSTRACT

Disclosed is a method of locating a plurality of electronic measuring modules mounted in the wheels of a motor vehicle. The method includes the steps of determination (E1) by each electronic measuring module of a set of proximity scores with respect to the other modules, sending (E2) by each module of the set of proximity scores to the electronic control unit, reception (E3) by an electronic control unit of the sets of proximity scores sent, and location (E4) of each module from the sets of proximity scores received.

FIELD OF THE INVENTION

The present invention relates to the field of communicating sensorsmounted in the wheels of motor vehicles and more particularly concerns amethod of locating a plurality of electronic measuring modules mountedin the wheels of a motor vehicle. The invention also concerns a systemfor measuring parameters associated with the wheels of a motor vehicleand a motor vehicle including a system of that kind.

BACKGROUND OF THE INVENTION

Nowadays, it is known to mount in each wheel of a motor vehicle anelectronic measuring module comprising one or more sensors in order tomonitor parameters of the wheel and to detect an anomaly. Those sensorscan for example be a tire inflation gas pressure sensor and/or a wheelacceleration sensor.

FIG. 1 shows a motor vehicle 1A including an electronic control unit 5Aand a plurality of wheels 10A (six wheels in this example) in each ofwhich an electronic measuring module 100A is mounted.

Each module 100A sends its measurements to the electronic control unit5A which processes them to detect an anomaly and inform the driver ofit. To this end, each electronic measuring module 100A sends theelectronic control unit 5A over a radio link L1 signals in which arecoded messages including the measurements and an identifier of themodule 100A.

On starting the vehicle, the electronic unit 5A does not know the exactlocation of each module 100A but it is necessary for the electroniccontrol unit 5A to be able to locate each module 100A of the vehicle 1A(left front wheel, right front wheel, etc.) in order to display on thedashboard information relating to a fault in one of the wheels such as,for example, a low tire pressure alarm, a slow leak from the tire, ananomaly of the electronic measuring module 10A of the wheel, etc.

In existing solutions, the electronic control unit 5A knows only theidentifier of each module 100A that it receives in the measurementmessages and does not know the location of each wheel.

A known solution for determining the location of the modules 100Aconsists in recognizing the signature of the radio-frequency power ofeach module 100A. A solution of this kind necessitates the electroniccontrol unit 5A learning beforehand the signatures of the variouselectronic measuring modules 100A, which can prove significantlycomplex, time-consuming and costly. Moreover, this phase of configuringthe electronic control unit 5A must be carried out for all the wheelpositions for each vehicle type and variant, which represents a majordisadvantage.

If the modules 100A include an accelerometer or a shock sensor, anotherknown solution consists in programming the electronic control unit 5A sothat it requests each module 100A to send a message when it is in apredetermined position relative to the wheel. A solution of this kind iscomplex and costly, however, because it requires the use of anaccelerometer or a shock sensor. Moreover, a solution of this kind isnot able to discriminate the positions of twinned wheels and provesequally ineffective for vehicles equipped with an integral transmissionsystem, which again represents disadvantages.

SUMMARY OF THE INVENTION

The invention therefore aims to remedy at least some of thesedisadvantages by proposing a simple, reliable and effective solution toenable the electronic control unit to locate the electronic measuringmodules in the vehicle.

To this end, the invention consists firstly in a method of locating aplurality of electronic measuring modules mounted in the wheels of amotor vehicle, said vehicle including an electronic control unit of saidelectronic measuring modules, said module comprising the steps of:

-   -   determination by each electronic measuring module of a set of        proximity scores with respect to the other modules,    -   sending by each module of all the proximity scores that have        been determined to the electronic control unit,    -   reception by the electronic control unit of the sets of        proximity scores that have been sent, and    -   location of each module by the electronic control unit from the        sets of proximity scores received.

By “location of each module” is meant determination of the wheel inwhich the module is mounted (right front wheel, left front wheel, etc.).

The electronic control unit uses the sets of proximity scores todetermine the relative position of the modules. A map of this kindenables the electronic control unit to locate each of the electronicmeasuring modules in a simple, rapid, reliable and effective manner inorder to inform the driver of a fault in one of the wheels of thevehicle. The method according to the invention makes it possible inparticular to distinguish the left and right wheels in a twinned wheelpair, for example at the rear of a lorry. It proves equally effectivefor vehicles provided with an integral transmission system, such as 4×4for example or other all-terrain vehicles or vehicles of SUV (SportUtility Vehicle) type.

The determination by each electronic measuring module of a set ofproximity scores with respect to the other modules is carried out turnand turn about by each module and comprises, for each module, thesubsteps of:

-   -   sending by the module termed the sending module of an        initialization message to the other modules, termed receiving        modules, said initialization message being coded in        radio-frequency signals sent, preferably periodically, at        increasing power levels and including the identifier of the        sending module,    -   reception by each of the receiving modules of at least one        initialization message sent by the sending module,    -   sending by each of the receiving modules of at least one        response message including the identifier of said receiving        module,    -   reception by the sending module of the response messages sent by        each of the receiving modules in order to determine the set of        proximity scores with respect to said receiving modules.

The initialization message is preferably coded in radio-frequencysignals sent at different, increasing power levels. Alternatively, theinitialization message is coded in radio-frequency signals sent atdifferent power levels converging by dichotomy or decreasing powerlevels.

The initialization message is preferably sent more than once at the samepower level by the sending module. Such repetition makes it possible toensure that the sending module sends at least one message outside a zonepreventing transmission (known as a “black spot”). These zones cancorrespond to different positions of the wheel in which the sendingmodule is mounted for which the initialization message is never receivedby another receiving module (or at least by a receiving module liable toreceive it at the same power in another position of the wheel). The factof repeating this message several times while the wheel (and thereforethe sender) is turning guarantees that statistically at least onemessage is sent in an adequate position in order to be received by thereceiving module or modules present in the coverage area of the sendingmodule.

Alternatively, other sending strategies could be used such as, forexample, sending by dichotomy or by decreasing power levels.

For each sending power level, following the sending of the signalscontaining the initialization message, the sending module advantageouslyswitches to a receiving mode for a predetermined time interval duringwhich one or more response messages can be received from one or morerespective receiving modules.

In a preferred embodiment, the sending module determines a proximityscore for each receiving module following the reception of a responsemessage sent by said receiving module, that score being a valuecorresponding to the power level at which the sending module sent thesignals including the initialization message.

If the initialization message is sent more than once at the same powerlevel, the receiving module can advantageously indicate in its responsemessage the number of initialization messages received at a given power.

The proximity score of a receiving module is preferably determined fromthe first response message received corresponding to the sending ofsignals at the lowest power level by the sending module when the latterreceives a plurality of response messages from said receiving modulecorresponding to a plurality of signals sent at different power levels.

In another embodiment, the response message sent by a receiving moduleincludes information on the power at which the signals were receivedfrom the sending module.

This information can be the power at which the signals are received or aproximity score, for example as defined above. In the latter case, thesending module first inserts the value of its sending power in theinitialization message, after which the receiving module measures thepower at which it receives the signals including said initializationmessage, compares that measurement to the sending power in respect ofwhich information is contained in the initialization message received,determines by calculation the proximity scores with respect to thesending module, and sends said score to the sending module in itsresponse message.

The invention also concerns a system for measuring parameters associatedwith the wheels of the motor vehicle, said system comprising a pluralityof electronic measuring modules each mounted in a wheel of the vehiclein order to measure parameters associated with said wheel and anelectronic control unit of said electronic measuring modules, eachelectronic measuring module being configured to determine a set ofproximity scores with respect to the other modules and to send said setof proximity scores that have been determined to the electronic controlunit, said electronic control unit being configured to receive from eachelectronic measuring module a set of proximity scores and to determinethe location of each module from said sets of proximity scores received.

Each module is configured to function in an initialization mode termedthe “sender” mode in which the module sends an initialization messagecoded in radio-frequency signals sent at different, preferablyincreasing power levels to other modules, then termed receiving modules,said initialization message including the identifier of the sendingmodule.

The sending module advantageously sends an initialization message codedin radio-frequency signals sent at different, increasing, decreasing orconvergent by dichotomy power levels.

The sending module is preferably configured to send the initializationmessage periodically and to change the level for each period, forexample.

Each of the receiving modules is advantageously configured to receive atleast one initialization message sent by the sending module and to sendat least one response message including at least the identifier of saidreceiving module and the sending module is advantageously configured toreceive a response message from each receiving module in order todetermine the set of proximity scores with respect to the receivingmodules.

In a preferred embodiment, the sending module is configured todetermine, as a function of the sending power level, a proximity scorefor each receiving module on receiving its response message.

The sending module is advantageously configured to determine theproximity score of a receiving module from the first response messagereceived from said receiving module corresponding to the sending ofsignals at the lowest power level, if the latter responds to the sendingmodule for sending a plurality of signals at various power levels.

In another embodiment, the response message includes information on thepower at which the signals including the initialization message sent bythe sending module were received.

This information can be the power at which the signals were receivedfrom the sending module or a proximity score, for example as definedabove. In the latter case, the sending module is configured to insertthe value of the sending power of the signals sent at a given level andthe receiving module is configured to measure the power at which saidsignals were received, to compare that measurement to the sending powerinformation on which is contained in the initialization messagereceived, to determine by calculation the proximity scores with respectto the sending module and to send said score to the sending module.

The electronic measuring modules being disposed symmetrically relativeto the longitudinal axis of the vehicle, the electronic control unit ispreferably off-center relative to said longitudinal axis in order to becloser to one side of the vehicle than the other and to allowasymmetrical distances, in terms of power, between the two sides of thevehicle. This enables the electronic control unit to locate each of theelectronic measuring modules in a precise and reliable manner, themodules on one side of the vehicle being nearer the electronic controlunit in terms of power than the modules on the opposite side. Inpractice, a position of the electronic control unit is selected that, byad-hoc off-centering, guarantees that the classification of thedistances in terms of power corresponds to that of the distances interms of length.

The invention also concerns a motor vehicle including a measuring systemas described above.

BRIEF DESCRIPTION OF THE DRAWINGS

Other features and advantages of the invention will become apparent inthe course of the following description given with reference to theappended figures provided by way of nonlimiting example and in whichidentical references are assigned to similar objects.

FIG. 1 (already commented on) shows diagrammatically one embodiment of aprior art vehicle.

FIG. 2 shows diagrammatically one embodiment of a vehicle according tothe invention.

FIG. 3 shows diagrammatically one embodiment of the method according tothe invention.

FIG. 4 shows diagrammatically the exchanges effected between a sendingmodule and receiving modules of the vehicle from FIG. 2 during thedetermination of a set of proximity scores for said sending module.

FIG. 5 is an example of six sets of proximity scores generated by thesix electronic measuring modules of the vehicle from FIG. 2.

FIG. 6 shows diagrammatically an example of evaluation of the proximityscores for one of the electronic measuring modules of the vehicle fromFIG. 2.

FIG. 7 shows diagrammatically the exchanges effected between theelectronic measuring modules and the electronic control unit of thevehicle from FIG. 2 following the determination of a set of proximityscores for each electronic measuring module of the vehicle.

DETAILED DESCRIPTION OF THE INVENTION

The system according to the invention is intended to be mounted in amotor vehicle to measure parameters associated with the wheels of saidvehicle.

FIG. 2 shows diagrammatically a motor vehicle 1B in order to illustratethe invention. By “motor vehicle” is meant a road vehicle powered by anexplosion engine, an internal combustion engine, an electric motor or bya gas turbine or a hybrid drive system such as, for example, a car, avan, a lorry, a motorcycle with two or three wheels, etc.

This vehicle 1B includes an electronic control unit 5B and a pluralityof wheels 10B. In this nonlimiting example the vehicle 1B has six wheels10B but it goes without saying that the vehicle 1B could have more orfewer than six wheels 10B. In order to distinguish them according totheir location, the wheels are referenced 10B-1, 10B-2, 10B-3, 10B-4,10B-5 and 10B-6 in FIGS. 2, 4 and 6. The vehicle 1B therefore has twowheels 10B-1, 10B-2 at the front and two pairs of twinned wheels 10B-3,10B-4 and 10B-5, 10B-6 at the rear.

In known manner each wheel 10B includes a rim (not shown) on which ismounted a tire (not shown) delimiting an interior inflation spacebetween said rim and said tire in which an electronic measuring module100B is mounted.

The electronic measuring module 100B and the electronic control unit 5Bconstitute the nodes of a radio communication system.

Each electronic measuring module 100B in the system is associated with aunique identifier and includes one or more sensors (not shown) adaptedto measure parameters of the wheel and a battery (not shown) forsupplying power to those sensors. For example, those sensors can make itpossible to measure either pressure or the temperature in the interiorinflation space or the acceleration of the module 100B.

Each electronic measuring module 100B is configured to send theelectronic control unit 5B over a radio communication link L1 themeasurements made by the sensor or sensors in messages termed“measurement” messages coded in a radio signal. By “send measurementmessages” is meant that an electronic measuring module 100B sendssignals including measurement messages into which are insertedmeasurements made by one or more sensors of the module 100B.

The communication link L1 is a radio-frequency link, for exampleoperating at a frequency of 433 MHz, employing frequency shift keying(FSK), a data rate of 19.2 kbit/s and Manchester type coding of thedata. The sending of radio signals in which messages are coded beingknown in itself, it will not be described further here.

According to the invention, and referring to FIG. 5, each electronicmeasuring module 100B is configured to determine a set 200 of proximityscores with respect to the other modules 100B of the vehicle 1B and tosend the set of proximity scores 200 that has been determined to theelectronic control unit 5B.

To this end, and referring to FIG. 4, each module 100B is configured tooperate in an initialization mode in which the module is termed a“sender” module 100B-E. In this initialization mode, the sending module100B-E (the module of the wheel 10B-3 in this example) is configured tosend at least one initialization message to other modules, then termedreceiving modules 100B-R (mounted in the other wheels 10B-1, 10B-2,10B-4, 10B-5, 10B-6). This initialization message or each of theseinitialization messages is coded in radio signals that are sentperiodically over a radio communication link L2 at a predetermined powerby the sending module 100B-E, the power level changing for each period,for example power levels increasing or decreasing by 0.5 dBm or powerlevels converging by dichotomy.

The sending module 100B-E can notably be configured to send theinitialization message more than once at the same power level.

Moreover, it is accepted that if an initialization message sent insignals sent at a given power is received by a receiving module 100B-R,all the initialization messages sent in signals sent at a higher powerwill necessarily also be received by said receiving module 100B-R.

The communication link L2 may be of radio-frequency type, for example,using a frequency of 433 MHz, for example, and FSK modulation, a datarate of 19.2 kbit/s and Manchester type coding of the data.

In this example, the initialization message includes the identifier ofthe sending module 100B-E. It will be noted that the initializationmessage could further include information on the power at which thesignals containing said initialization message are sent in an embodimentof the system described hereinafter.

Each of the receiving modules 100B-R is preferably configured to receiveat least one initialization message sent in the signals sent by thesending module 100B-E at at least one of the sending powers and toreceive at least one response message including at least the identifierof said receiving module 100B-R. The response message can also includethe identifier of the sending module 100B-E received in theinitialization message in order to be sure that the response message wassent by a receiving module 100B-R following the reception of aninitialization message sent by said sending module 100B-E.

The sending module 100B-E is configured to receive response messagessent by each of the receiving modules 100B-R in order to determine theset of proximity scores with respect to said receiving modules 100B-R.

A response message sent by a receiving module 100B-R includes theidentifier of said receiving module 100B-R.

In a preferred embodiment, the sending module 100B-E is configured todetermine, as a function of the sending power level, a proximity scorefor each receiving module 100B-R on receiving its response message.

If the initialization message is sent more than once at the same powerlevel, the receiving module 100B-R is configured to indicate in itsresponse message the number of initialization messages received at agiven power. The receiving module 100B-R can delay its response for thetime taken to send all the initialization messages at a given powerlevel in order not to respond following the first message received andto allow the possibility of receiving and counting the initializationmessages received (at the same power level). In this case, the sendingmodule 100B-E takes account of this additional response time beforeadvancing to another power level.

The sending module 100B-E is preferably configured to determine theproximity score of a receiving module 100B-R from the first responsemessage sent by said receiving module 100B-R corresponding to thesending of signals at the lowest power level when the latter responds tothe sending module 100B-E for multiple sending of signals at variouspower levels. It is indeed the “first level” in terms of time if thesending module transmits successively at increasing power levels. In thecase of a sequence of sendings by dichotomy (or by decreasing powerlevels) the proximity score finally selected corresponds to anintermediate sending in the sequence of successive sendings. In thiscase, whatever that sequence may be, the response to a message sent atthe lowest power is used to determine the proximity score.

In one embodiment, the response message can further include informationon the power at which the signals are received by the receiving module100B-R.

This information can be the power at which the signals are received fromthe sending module 100B-E or a proximity score, for example as definedabove. In the latter case, the sending module 100B-E is configured toinsert the value of the power at which the signals sent at a given levelare sent and the receiving module 100B-R is configured to measure thepower at which said signals are received, to compare that measurementwith the sending power whose information is contained in the receivedinitialization message, to determine by calculation the proximity scoreswith respect to the sending module 100B-E and to send said score to thesending module 100B-E.

Each electronic measuring module 100B is turn and turn about a sendingmodule 100B-E in order to determine a set of proximity scores 200associated with said module 100B.

The electronic control unit 5B is configured to receive from each module100B of the vehicle 1B over a communication link L1 a set 200 ofproximity scores determined by said module 100B and to determine thelocation of each module 100B of the vehicle 1B from the sets ofproximity scores 200 received.

To this end, and referring to FIG. 2, the electronic measuring modules100B being disposed symmetrically with respect to the longitudinal axisXX of the vehicle 1B, the position of the electronic control unit 5B isoff-center relative to said longitudinal axis XX in order to be closerto one side of the vehicle 1B than the other. This enables theelectronic control unit 5B to locate each of the electronic measuringmodules 100B in a precise and reliable manner using an algorithm asdescribed hereinafter, the modules 100B on one side of the vehicle 1Bbeing nearer the electronic control unit 5B in terms of distance andtherefore of power than the modules 100B on the opposite side. Inpractice, a position of the electronic control unit 5B canadvantageously be selected that, by ad-hoc off-centering, guaranteesthat the classification of the distances in terms of power correspondsto that of the distances in terms of length.

The electronic control unit 5B can for example determine the location ofeach module 100B by comparing the sets of proximity scores 200 received.

To this end, the electronic control unit 5B must know beforehand thearrangement of the vehicle 5B, that is to say the number and thegrouping of the wheels 10B of the vehicle 1B (two wheels 10B-1 and 10B-2at the front and two groups of twinned wheels 10B-3, 10B-4 and 10B-5,10B-6 in the example from FIGS. 2, 4 and 7). This knowledge of thearrangement also includes the theoretical relative distance in terms ofpower (for example in arbitrary units) of each wheel 10B relative to theelectronic control unit 5B and of the wheels 10B relative to oneanother. There is preferably used an NP linear optimization algorithmbased on a known correspondence graph. Each node of the graph representsa potential correspondence between an identifier of an electronicmeasuring module 100B and the position of the associated wheel 10B. Thearcs between nodes represent the distances between positions.Inconsistent arcs, because of a mismatch between the reference distancesknown for these two positions, and the distances established by themodules 100B between them, are eliminated. Only potential solutions arefinally retained. The location is obtained by the determination of thecomplete sub-graph of maximum size (this nominally corresponds to thenumber of wheels 10B of the vehicle 1B), that is to say the one thatestablishes the best correspondence between the reference structure andthe structure as reported by the set of modules 100B.

The invention is described next with reference to FIGS. 2 to 7 in itsimplementation with increasing sending power levels.

Referring to FIG. 2, in a step E1 (termed the initialization step or thedetermination of sets of proximity scores step), each electronicmeasuring module 100B is turn by turn a sending module 100B-E thatdetermines its set of proximity scores 200 with the other modules 100B(that is to say the receiving modules).

The FIG. 7 nonlimiting example illustrates the determination of a set ofproximity scores for the module 100B of the wheel 10B-3, which istherefore at this moment a sending module 100B-E, the modules 100Bmounted in the other wheels 10B-1, 10B-2, 10B-4, 10B-5 and 10B-6 beingat this time receiving modules 100B-R.

The determination of a set of proximity scores 200 by a sending module100B-E comprises a plurality of substeps.

Accordingly, in a substep E1A (termed the initialization message sendingstep), the sending module 100B-E sends a series of signals at different,increasing powers to the receiving modules 100B-R over a communicationlink L2.

The same initialization message is coded in each group of signals, thatis to say sent at each power level. These power levels may for examplebe at 1 μW intervals starting from 1 μW (that is to say 1, 2, 3, . . .μW) at a signal sending frequency of 433 MHz.

In a preferred embodiment the initialization message includes theidentifier of the sending module 100B-E.

For a given receiving module 100B-R there are two alternatives for eachsending by the sending module 100B-E. Either the power at which thesignals are sent is too low (that is to say the receiving module 100B-Ris at too great a distance) and the receiving module 100B-R does notreceive the initialization message and therefore does not respond to it.In this case, the sending module 100B-E considers that the receivingmodules 100B-R that have not responded have not received theinitialization message sent in the signals sent at a given power if apredefined maximum time-delay is reached. Or the power at which thesignals are sent is sufficiently high and some of the receiving modules100B-R that have not yet responded do respond (like those that arenearer).

Accordingly, in a substep E1B (termed the initialization messagereceiving step), some or all of the receiving modules 100B receive atleast one initialization message sent by the sending module 100B-E overthe associated bidirectional communication link L2.

Also, as soon as a receiving module 100B-R has received aninitialization message, it analyses said message and in a substep E1C(termed the response message sending step) sends a response message tothe sending module 100B-E over the associated communication link L2,which is received in a substep E1D (termed the response messagereceiving step).

This response message includes the identifier of the receiving module100B-R.

When it receives a response message, the sending module 100B-E checksthe identifier of the receiving module 100B-R that sent that responsemessage. If the response message is the first response message receivedby the sending module 100B-E for that receiving module 100B-R, itdetermines a proximity score for said receiving module 100B-R associatedwith the sending power level.

The set of proximity scores of the sending module 100B-E with the otherreceiving modules 100B-R is generated when all the receiving modules100B-R have responded or all the predetermined sending power levels havebeen tested.

FIGS. 5 and 6 show an example of a table grouping the sets of proximityscores for the six wheels of the vehicle 1B. In this example thereferences of the modules 100B have been replaced by letters (A, B, C,D, E, F, G) for clarity.

Accordingly, and referring to FIG. 6, during the step E1 of initializingthe module F (sending module 100B-E), the module F sends signals at afirst power level, for example 1 μW, and then waits for a possibleresponse message for a predetermined time interval beyond which thesending module 100B-E considers that the receiving modules 100B-R areout of range.

In this example, the module E that receives the initialization messagecontained in the signals then sends a response message to the module F.On receiving it, the module F determines a proximity score S1 of 6 (thehighest score) associated with the first level for the module E. Themodule F then sends signals at a second power level, for example 2 μW,but no receiving module 100B-R (other than the module E) responds duringthe predetermined time interval and no module is therefore assigned theproximity score S2 of 5 associated with the second power level.Similarly, the module F then sends signals at a third power level, forexample 3 μW, but no receiving module 100B-R (other than the module E)responds during the predetermined time interval and no module istherefore assigned the proximity score S3 of 4 associated with the thirdpower level.

Each time, for this second level and this third level, once thepredetermined time interval has elapsed the sending module 100B-Econsiders that the receiving modules 100B-R that have not responded areout of range of the sending module 100B-E for that sending power (it istherefore a question of increasing it). For this second level and thisthird level, it is agreed that the module E continues to respond becauseit receives the initialization messages but given that it has alreadybeen evaluated as being the nearest one (score of 6), the sending moduleF ignores these additional responses.

The module F then sends signals at a fourth power level, for example 4μW, and then waits for a potential response message during apredetermined time interval. The module D that received theinitialization message contained in these signals then sends a responsemessage to the module F. On receiving it, the module F determines aproximity score S4 of 3 associated with the fourth level for the moduleD. The module F then sends signals at a fifth power level, for example 5μW, and then waits for a potential response message during apredetermined time interval. The module C that received theinitialization message contained in these signals then sends a responsemessage to the module F. On receiving it, the module F determines aproximity score S5 of 2 associated with the fifth level for the moduleC. The module F then sends the signals at a sixth power level, forexample 6 μW, and then waits for a potential response message during apredetermined time interval. The module A that received theinitialization message contained in these signals then sends a responsemessage to the module F. On receiving it, the module F determines aproximity score S6 of 1 associated with the sixth level for the moduleA, and so on. Thus the module F tests all the predefined power levels(for example from 1 to 14 μW in steps of 1 μW) and then generates itsset of proximity scores 200 as shown in FIG. 5. The module B, which isthat at the greatest distance, not having received signals from themodule F, it has not sent it response messages, with the result that itdoes not appear in the set of proximity scores 200 for said module F.Alternatively, the module F could cease to send when all the otherreceiving modules 100B-R have responded even if not all the predefinedpower levels have been tested.

Each electronic measuring module 100B of the vehicle 1B becomes in itsturn a sending module and carries out the initialization step E1 inorder to generate its own set of proximity scores 200.

Then, in a step E2 (termed the set of proximity scores sending step), asshown in FIG. 7, each module 100B of the vehicle 1B sends over acommunication link L1 the set of proximity scores 200 that it determinedin the step E1 to the electronic control unit 5B which receives it in astep E3 (termed the set of proximity scores receiving step). At thisstage, the electronic control unit 5B has available a table containingall the sets of proximity scores 200 as shown in FIG. 5.

Finally, in a step E4 (termed the location step), the electronic controlunit 5B determines the location of each module 100B from the sets ofproximity scores 200 received using for example an NP linearoptimization algorithm and graph theory as described above.

The method according to the invention enables the electronic controlunit 5B to determine in a simple and effective manner the location ofthe electronic measuring modules 100B in order to inform the driver ofthe vehicle of a fault in one of the wheels if necessary.

It is moreover specified that the present invention is not limited tothe examples described above and lends itself to numerous variants thatwill be evident to the person skilled in the art.

1. System for measuring parameters associated with the wheels of themotor vehicle (1B), said system comprising a plurality of electronicmeasuring modules (100B) each mounted in a wheel (10B) of the vehicle(1B) in order to measure parameters associated with said wheel (10B) andan electronic control unit (5B) of said electronic measuring modules(100B), each electronic measuring module (100B) being configured todetermine a set of proximity scores (200) with the other modules (100B)and to send said set of proximity scores (200) that have been determinedto the electronic control unit (5B), said electronic control unit (5B)being configured to receive from each electronic measuring module (100B)a set of proximity scores (200) and to determine the location of eachmodule (100B) from said sets of proximity scores (200) received, thissystem being wherein each module (100B) is configured to function in aninitialization mode termed the “sender” mode in which the module(1006-E) sends an initialization message coded in radio-frequencysignals sent at increasing power levels to other modules, then termedreceiving modules (100B-R), said initialization message including theidentifier of the sending module (1006-E), each of the receiving modules(100B-R) being configured to receive at least one initialization messagesent by the sending module (1006-E) and to send at least one responsemessage including at least the identifier of said receiving module(100B-R), the sending module (1006-E) being configured to receive aresponse message from each receiving module (100B-R) in order todetermine the set of proximity scores with respect to the receivingmodules (100B-R).
 2. The system according to claim 1, in which thesending module (1006-E) is configured to send the initialization messageperiodically and to change the level for each period.
 3. The systemaccording to claim 2, in which the sending module (1006-E) is configuredto determine, as a function of the sending power level, a proximityscore for each receiving module (100B-R) on receiving its responsemessage and to determine the proximity score of a receiving module(100B-R) from the first response message sent by said receiving module(100B-R) if the latter responds to the sending module (1006-E) forsending a plurality of signals at various power levels.
 4. The systemaccording to claim 1, in which the electronic measuring modules (100B)being disposed symmetrically relative to the longitudinal axis (XX) ofthe vehicle (1B), the electronic control unit (5B) if off-centerrelative to said longitudinal axis (XX) in order to be closer to oneside of the vehicle (1B) than the other.
 5. A motor vehicle (1B)including a measuring system according to claim
 1. 6. The systemaccording to claim 2, in which the electronic measuring modules (100B)being disposed symmetrically relative to the longitudinal axis (XX) ofthe vehicle (1B), the electronic control unit (5B) if off-centerrelative to said longitudinal axis (XX) in order to be closer to oneside of the vehicle (1B) than the other.
 7. The system according toclaim 3, in which the electronic measuring modules (100B) being disposedsymmetrically relative to the longitudinal axis (XX) of the vehicle(1B), the electronic control unit (5B) if off-center relative to saidlongitudinal axis (XX) in order to be closer to one side of the vehicle(1B) than the other.
 8. A motor vehicle (1B) including a measuringsystem according to claim
 2. 9. A motor vehicle (1B) including ameasuring system according to claim
 3. 10. A motor vehicle (1B)including a measuring system according to claim
 4. 11. A motor vehicle(1B) including a measuring system according to claim
 6. 12. A motorvehicle (1B) including a measuring system according to claim 7.